JP2013524094A - Reciprocating piston engine with improved mass equalization - Google Patents

Abstract

  The present invention relates to a reciprocating piston engine 1 having four cylinders 8, 8 'and an output shaft 2 having a circular cross section in which cylinder axes are parallel to each other. When viewed, it is at the end of the rectangle. In the reciprocating piston engine according to the invention, this rectangle is a square and the axis of the output shaft 2 extending parallel to the cylinder axis is arranged at the center of the square, in each case facing each other diagonally The two cylinders 8, 8 ′ arranged above are arranged in the same direction when viewed in the axial direction, and are opposed with respect to the two other cylinders 8 ′, 8 when viewed in the axial direction. Configuration in the direction and transmission of force and moment is output from the respective cylinders 8 and 8 'via dedicated rotary cranks 7 and 7' and teeth and systems 3, 4, 5, 6 -It is generated in the shaft 2.

Description

  The invention relates to a reciprocating piston engine with improved mass equalization corresponding to the preamble of claim 1. Such an engine is known from US Pat. This document discloses a device in which each piston acts on a rocker, which rocker reciprocates via a bevel gear transmission and a free wheel, an output shaft extending vertically with respect to the cylinder axis. Convert to continuous rotation motion. In addition to all the basic problems of reciprocating mass, mass equalization is insufficient.

  Patent Document 2 discloses an engine having a reciprocating piston, which has a fixed output shaft, but can continue to operate even when it is set to rotate around the output shaft. The engine has two annular cylinders arranged in a mirror-reversed form on the same axis as the output shaft, and is connected to the output shaft via an internal transmission by a kind of cardan free joint or differential. Has a piston. Even if the piston has full mass equalization, the complex transmission (located in the central cavity of the cylinder) will not be fully equalized without considering other practical imperfections. .

  In general, reciprocating piston engines are a mature technology, know-how is generally available, materials are technically sophisticated, combustion processes in the cylinder are widely known and achieved as a result It is widely used because of its excellent adaptation to each application field.

  The problem inherent in the principle of a reciprocating piston engine is that of mass equalization, which, on the other hand, causes the piston to move back and forth in conjunction with non-uniform piston speed from top and bottom dead centers. On the other hand, as a result of imbalance caused by the lateral component of the crank motion.

  An in-line 6-cylinder engine operating at 4 strokes with a 120 ° ignition interval has both free mass force and free mass torque and achieves complete equalization up to secondary, but with such engines, a long crank Shaft torsional rigidity, or lack of torsional rigidity, has already begun to be a problem, and as a result of arranging the cylinders in series, the engine block is of a very long design.

  The equalization structure works with various eccentric shafts connected to it in parallel with the crankshaft and fixed in rotation, usually rotating the crankshaft to equalize the mass force and mass torque Rotates at twice the speed or four times the rotational speed. Contrary to these complex and therefore expensive systems, designers were satisfied with the means to suspend or mount the engine at various occasions to transmit as little vibration as possible to the foundation or vehicle frame. .

Patent No. 2004-204777 Specification German Patent No. 26 26 979

  The present invention, in contrast, has the object of providing a reciprocating piston engine with a compact design and high quality equalization of mass force and mass torque.

  According to the invention, these objects are achieved with a reciprocating piston engine comprising the features specified in the features of claim 1.

  In other words, the reciprocating piston engine according to the present invention is characterized in that its output shaft is substantially parallel to the cylinder axis, and torque is transmitted to the output shaft via a bevel gear. The fact is preferably characterized substantially. These cylinders have a circular cross section.

  The four cylinders are preferably arranged in a square, and those cylinders that are diagonal with respect to each other operate in opposite directions but otherwise at equal angular positions, and two cylinders formed in this shape The pairs are arranged from head to toe, ie between one pair of crank drives, and the cylinder head comprises the other pair of valves.

  The use of bevel gears to transmit the torque of individual cylinders to the output shaft is no longer a problem as a result of being able to machine with high accuracy and high stability, and the service life of bevel gears by the 1980s And the problem in this respect that arises with regard to motion accuracy has been completely solved, and the very high manufacturing costs at that time have also been completely eliminated.

  The invention is explained in more detail below with reference to the drawings.

FIG. 5 shows a purely schematic section perpendicular to the output axis. FIG. 5 shows a purely schematic section that passes through various cylinder axes and extends repeatedly around a corner. It is a figure of the modified form seen similarly to FIG. FIG. 3 is a diagram of a modified form viewed in the same manner as in FIG. 2. It is a figure which shows the modified form which performs 2 stroke operation | movement.

  FIG. 1 shows, in a schematic section, an output shaft 2 and two drive bevel gears 4 attached to the output shaft 2 and extending through a plurality of stages through a reciprocating piston engine 1 according to the invention. A meshing bevel gear 3 is shown. The intermediate gear 5 that engages with the crank mechanism 6 is connected to the drive bevel gear 4 so as to be rotatably fixed and coaxial in each case. The crank mechanism 6 is then permanently connected to the crank (shaft) 7 of the connecting rod 11 of the piston 9 (FIG. 2) of the cylinder 8. As a result of the selection of the speed transmission ratio of the bevel gear, it is possible to reach a suitable speed transmission ratio within wide limits, so that the engine can operate in a rotational speed range suitable for this engine. .

  From FIG. 1 it is clear that the two cylinders 8 in which the crankshaft 7 is shown are arranged symmetrically with respect to the output shaft 3 so that the cylinder axis is parallel to it. . The two crankshafts are parallel to each other and the output shaft 2 is perpendicular to the plane defined by the crankshaft.

  Two further cylinders 8 ', which are structurally identical to the cylinders 8 and have the reference symbol "" for the purpose of distinction, are provided around the axis of the output shaft 2 and are rotated by 90 °. , Rotate on the head.

  As a result of these measures, all four pistons 9 reach the top dead center simultaneously and the bottom dead center simultaneously. However, since the two cylinders and the two cylinders are arranged in the direction facing each other, so to speak, from the head to the tip of the foot, the difference in the movement of the cylinder from the start to the end of the crank rotation is completely As a result of the symmetry in each case of two cylinders that are equalized and arranged in the same direction, the horizontal force (actually the force that occurs perpendicular to the cylinder axis) is completely Equalized.

  As is apparent from the piston and crank arrangement and the arrows specifying the direction of rotation, the engine has complete mass equalization. As a result of the compact design in which the valve 10 'assigned to the cylinder 8' can be controlled by the piston 9 or the crank 7 of the cylinder 8, the space requirements are low and the output shaft 2 passing through the center is extensive. Tolerate the installation situation. As a result of a substantially direct force or torque bundle from the piston 9 via the connecting rod 11, via the short piston 9 and the teeth to the output shaft 2, the engine is substantially For example, in a classic in-line 6-cylinder engine, the twist tends to occur due to the length of the crankshaft, although it is free from torsion and thus torsional vibration.

  In this variant of the invention, by using gears 3, 4, 5, and 6, compared to the first variant, at the desired engine normal speed without the need for additional parts. It is even better possible to have already achieved each desired “main rotational speed” of the output shaft 2 in the engine itself.

  One variation of the invention is illustrated in FIGS. 3 and 4 where the same parts are indicated by the same reference symbols as in FIGS. 1 and 2, and the basic design of the crank drive or piston engine is also shown. Only the direction of the crankshaft 7 'of the individual cylinders is different.

  As can be seen in particular from FIG. 3, the axis 7 'of the crankshaft 7 runs towards the axis of the output shaft 2 and intersects the axis. In this way, the drive bevel gear 4 secured on the crankshaft 7 can be engaged with the bevel gear 3 secured on the output shaft 2, so that the engine torque is It is transmitted without the need for intermediate teeth.

  Thanks to this design, it is possible to dispense with the spur gears 5, 6 that are necessary in the first embodiment, thus eliminating the possibility of additional transmission that these gears provide, resulting from the selection of bevel gears. The possibility of transmission is retained.

  From FIGS. 3 and 4, a variant for driving the valve is mounted on the drive shaft 2 in particular in the form of a screw thread, which can also be regarded as a worm gear, and a tooth that meshes with the corresponding cam on the shaft. Clearly, via a spur gear, which is fastened to. However, we refrained from providing a reference symbol because this modification should only be contemplated as a load.

  FIG. 5 shows a modification of the propeller 13 of the aircraft (not shown), which is operated in two strokes, as indicated by the “ignition light emission symbol” 12. The figure then runs along multiple bend surfaces so as to show a cross-section through the staggered cylinder. A damping element 14 is provided in the power transmission between the propeller 13 and the engine, and the damping element 14 continues to drive coaxially in the illustrated example, but this need not be the case. This damping means can be combined with a transmission having a suitable speed transmission ratio. Due to the cross section of the output shaft, at least one further engine unit of the same type is provided on the side facing away from the propeller, which engine unit also acts on the output shaft and the propeller 13 It is shown.

  The device according to the present invention does not require new or extraneous materials, controllers, seals, etc., so that the device is within the knowledge of the engine designer's invention and is dimensioned without difficulty, Can be configured. The teeth can be constructed and manufactured without problems if the knowledge of the present invention is known and if the engine output and torque, and the output shaft rotational speed range are known. This information is readily available in the field of transmission design.

  The figure shows the output shaft 2 running in an intuitively vertical direction, but this is just a convention. As is the case with reciprocating piston engines, the orientation of the cylinder shaft can be adapted to each mounting situation and this does not affect the engine itself. Water-cooled and air-cooled types are considered, two-stroke operation or four-stroke operation is possible, and the use of gasoline, diesel, or other fuel is at the designer's discretion.

When the invention is applied as an aircraft engine that is suitable in terms of compact design and high quality mass equalization, to protect the teeth of the bevel gear from fluctuations resembling torque shocks that can be induced by a propeller A “soft” connection or attenuation device is shown in FIG. When the present invention is used in this way, operation as a two-stroke engine is advantageous due to the low compression pressure, so that no oil trough is required and operation is position independent (" It is possible to fly artificially ”), because there is no load fluctuation at the tooth portion of the bevel gear, and finally, the gas flow can be guided in a narrow space more easily than in the case of four-stroke operation Thus, the wall thickness and hence the mass can be reduced.

Claims (6)

  It has four cylinders (8, 8 ') having a circular cross section in which the cylinder axes are parallel to each other, and an output shaft (2), the cylinder axis having a rectangular end point when viewed in the axial cross section Reciprocating piston engine (1), wherein the rectangle is a square and the axis of the output shaft (2) parallel to the cylinder axis is arranged at the center of the square, In some cases, two cylinders (8, 8 ') facing each other and arranged diagonally are arranged in the same direction when viewed in the axial direction, and two other when viewed in the axial direction. Of cylinders (8 ′, 8) in opposite directions, and the transmission of force and torque from each cylinder (8, 8 ′) is separated by separate rotating cranks (7, 7 ′) and teeth. Part (3, 4, 5, 6) Through and reciprocating piston engine, characterized in that it is made to the output shaft (2) (1).   The pistons (9, 9 ') arranged diagonally opposite to each other are arranged with a crank (7) rotating in the same phase and in the opposite direction. Reciprocating piston engine (1).   Reciprocating piston engine (1) according to claim 2, characterized in that the pistons (9, 9 ') of all the cylinders (8, 8') reach their top dead center and bottom dead center simultaneously. ).   The reciprocating piston engine according to any one of claims 1 to 3, characterized in that the tooth portion has a bevel gear (3, 4).   The axis (7 ′) of the crankshaft (7) intersects the axis of the output shaft (2), and the crankshaft (7) is a bevel gear (3 A reciprocating piston engine according to any one of claims 1 to 4, characterized in that it has a bevel gear (4) that meshes with the bevel gear. The axes (7 ′) of the crankshaft (7) are parallel to each other in pairs, and are oblique to the axis of the output shaft (2), and the crankshaft (7) A crank mechanism (6) meshing with an intermediate gear (5) having a coaxial bevel gear (4) meshing with a bevel gear (3) on the output shaft. The reciprocating piston engine according to one item.

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